Cessna A188A accident near Clinton, Oklahoma, May 11, 2007
On May 11, 2007 at about 5:50 pm local time, a Cessna A188A, registered N4413Q, was substantially damaged in an accident near Clinton, Oklahoma. It was an aerial application (crop spraying) flight under agricultural flying rules (Part 137). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Separation of the exhaust stack and resulting vapor lock. A contributing factor was the none suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 11, 2007 · about 5:50 pm local time
- Place
- Clinton, Oklahoma · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A188A · all A188As on the register
- Registration
- N4413Q · no longer on the register · serial 18800813
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · agricultural flying rules (Part 137)
The NTSB's narrative final · quoted from the NTSB record
As the agricultural pilot was pulling up from a low level pass, he smelled something "like wires burning" and observed the engine's fuel pressure drop. The pilot selected the auxiliary fuel pump's "EMERGENCY" position and five to ten seconds later the engine lost partial power. Not able to maintain altitude, the pilot elected to land the airplane to a rolling wheat field. During landing, the airplane nosed over and came to rest in an inverted position. An examination of the airplane revealed that, prior to impact, the engine exhaust stack had separated from the muffler. Hot exhaust gasses, that are normally vented overboard, were directed to the airplanes firewall, resulting in thermal damaged to electrical wiring and a vapor condition in the fuel gascolator. The pilot attempted to purge the vapor to no avail. No other pre impact anomalies were noted with the engine or the fuel system that would have prevented normal operating power.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,230 hours in all; 650 in this make and model; 105 in the last 90 days; 73 in the last 30 days; 6,050 as pilot in command; 610 on instruments
- Last flight review: September 1, 2006
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 5,678 hours
- Last inspection: annual inspection, March 1, 2007
- Maximum gross weight: 4,000 lb
- Seats: 1
- Landing gear: fixed
- Engine: Continental IO-520-D (piston); 0 hours total
The flight
- Departed from: CLK Clinton OK at 4:57 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 020° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 7,000 ft; scat at 3,900 ft
- Temperature: 73°F (23°C), dew point 64°F (18°C)
- Altimeter: 30.11 inHg
- Observation at 4:55 pm from CLK, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N4413Q the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.